Internal combustion engine



Feb. 7, 1933. L) M, WOOLS N 1,896,387

INTERNAL COMBUSTION ENGINE Filed April 29, 1929 6 Sheets-Sheet 1'grweukw LIUNE'L M NauLaaM.

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.Feb. 7, 1933. wo s I b89638? INTERNAL COMBUSTI ON ENGINE Filed April29, 1929 6 Sheets- Sheet 4 amen tot .LZJNEL M NUDLEDN.

' L. M. 'WOOLSON INTERNAL COMBUSTION ENGINE 6 Sheets-Sheet 5 Filed April29, 1929 Feb. 7, 1933.

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INTERNAL COMBUST ION ENGINE LzaNEL M WaaL 502v.

Patented Feb. 7, 1933 U T-E01S ATES- PAT T O' LIONEL 1r. -WOOLSON, ornn'raorr, 110mm, assrenon 'ro mm Moron can.

' commmr, or nnrnom' momeam'a oonronnrron or lrrcnrem INTERNALCOMBUSTION Application filed April 29, 1929. Serial-11o; 358,899. 1

This invention relates to internalcombustion engines and moreparticularly to the type of engines in which combustion occurs through'compression in the workingvcyhnders'. A

Engines of this .character, commonly known as Diesel engines, have beeninpractical use chiefly with boats, for stationary work and other.purposes where lightness, compactness and high speed are not essent alrequirements. Such engines therefore have had little use in the:automobile industry, and,

so far as I am aware, have never successfully propelled an aeroplane ofthe heavier than air type. Withthe engine illustrated in the drawings, Ihave mademany fllghts wltha craft heavier than air. 7

An object of my invention is .to provide a new and novel propellingmeans for air craft which includes an engine of the compression-ignition type. i Anotherobject of my invention is to provide aninternal combustion engine for aeroplanes in which the speed developedwill automatically increase within certain ranges, when climbing,without varying the fuel or air volume in any manner.

Other objects of the invention will appear from the followingdescription taken in connection with the drawings formin'g'a part ofthis specification and'i'n which:

- Fig. 1 is a rear elevational view of a radial internal combustionengine, incorporating my invention, with a portion of the end wallbroken away;

Fig. 2 is a vertical sectional view of the engine; H f

Fig. 3 is-a' vertical sectional viewof the fuel injection deviceassociated with each of the cylinders;

Fig. 4 is a fragmentary sectional view taken on line 44 of Fig. 1illustrating the rocker arm mounting and the control ring and itssecuring means; i

Fig. 5 is a fragmentary sectional view taken on line 5-5 of Fig. 1illustrating a portion of the mechanism for adjusting the control ringfor the fuel injectin devices;

Fig. 6 is a side elevation o mechanlsm,

for the manual operation of the control ring, associatedwith struts ofan aeroplane;

Fig. 7 is a fragmentary plan view of the portion of the. manual controlmechafnism' connected to an aeroplane strut;

Fig. 8 is a plan view of the housing with which the hand lever controlis associated the control lever being shown in .section;

' Fig. 9 is a sectional view takenon line 9-9 ofFig.6; p

Fig.10 is afragmentaryvertical sectional view showing one of themechanisms for actuating one of the fuel injection devices;

Fig. 11 is'a diagrammatic illustration of the stroke of'the fuelinjection .pump when the operating mechanism is in the position shown infull lines in'Fig. 10; and

Fig. 12 is a diagrammatic illustration of the same when the operatingmechanism is al position-shown in dotted lines in 1g. Fig. 13 is a sideelevation, partly in section, of the forward .end of an aeroplane havingmy invention associated therewith. Referring now to the drawings bycharaccombus'tion engine includes a drum shaped casing 15 having anintegral transversely extending interior wall 16, a removabletransversely extending interior wall 17 and a closure or end wall 18.'fThe Walls 16 and '17 extend entirely across the interior of the casingin parallel relation and define therebetween' a compartment 19 in whichthe piston rods are contained. The partition 17 and the cover plate 18define therebetween, within the drum casing, a closed compartment 20 inwhich mechanisms for operating the cylinder valves and fuelinjectionpumps are contained. The space 21 in the casing sepa-' rated fromthecompartment 19 is utilized to contain the supply of oilused to lubricatethe engine parts. The inner wall" of the drum casing is formed withspaced bosses 22 to which the removable partition 17 is secured by thebolts 23, while the circular rear'end wall of the drum casing definingthe open rear end is provided'with apertures to receive the bolts 24 forsecuring the closure plate 18 thereto. It will thus be seen 7 tersofreference, the housing for the internal that the drum casing and theassociated walls provide three separate adjacent compart- Q ments whichhouse the major operating mechanism of the engine in a com act an 5accessible manner so that the overa l dimension of the engine willpresent a minimum resistance to the fuselage of an aeroplane or otherrapidly driven devices. The periphery of the drum casing isprovided withspaced radially disposed openings through which the cylinders pro ect,the cylinders being formed with laterally extending flanges 26 whichbear against flat h l rfa f m d n th drum caspenp era su ces or e 0 e inadjacent the openings. A air of circ at rings 27 are arranged a jacenttwo opposite sides of the cylinders in a relation to encircle thecylinder flanges, the ends of the rings being drawn together'byturnbuckles, as shown at 28, to secure the cylinders to the casin and tocreate a high compression annular y against the drum casing. hepartition walls 16 and 17 are provided with central hubs 29 whichprovide a support for a single throw crankshaft 30, the ends 31 of whichextend through the partition-hubs and the bearings 32. Rod connectionsare provided between the crankshaft and the several pistons 33, suchconnections including a master'hub 34 from which extends an integral rod35 and a plurality of pivoted link rods 36, the rods being pivoted withthe pistons in a manner conventional with radial engines. The rear endof the crank shaft 37 is formed to receive a hand crank for starting theengine, while the front end of the shaft is adapted for driving anaeroplane propeller 200.

The engine illustrated is of the nine cylinder radial type, and thecombustion takes place throughthe compression created in the cylindersby the'pistons. The cylinder 45 heads 38 are each formed with a Venturipassagee 39 extendin therethrough such passages ing dispose angularlywith respect to the axis of the cylinder and tangentially to thecylinder wall. The mouth of the pasm sageways are arranged so that theair stream will move transversely thereacross when the engine ismovingor when the propeller is in operation. A valve 40 is arranged to closeeach cylinder head passage 39 during the 55 compression-and e osioncycles of the engine, while during t e inlet and exhaust cyclesthe valveis open, the passages thereby eachserving as. both the inlet and theexhaust. The engine illustrated is of the four to cycle type and thevalves 40 are directly actuated by rock arms 41-which are operated frognthe engine shaft to open the valves, 42 bei'ng associated with the valvefor e"- urpose of normally closing the 06 valves. ghousing 43 .issecured to each cylrogress when mountedupon.

inder head for enclosing the valves and associated rocker arms.

Atomized liquid fuel is injected directly into the workin cylinders,combustiontakmg place entire y throu h compression, an atomizing and inecting device being rovided for each cylinder and preferably irectlysecured thereto. The in ection devices are similarand each includes abarrel 44 having an interior sleeve 45 for the reception of a snuglyfitting plunger 46. A coil spring .47 is arranged between the sleeve andthe 'barreli bearmg at one end against ad'acent shoul ered portions ofthe sleeve and arrel and at the other end against a carrier 48 which isslotted to receive the enlarged end 49 of the plunger. The carrier isfree. to reci rocate in the barrel, the s ring 47 normal y moving thecarrier an the plunger toward the inner end of the barrel, and mechanismhereinafter described, moving the plunger toward the outer end of thebarrel. A nozzle casing 49' is screwed into the upper end of the barreland ahead portion extends at right angles to the barrel through anopening in the cylinder wall adjacent the cylinder head. The pump barrelis provided with a passage 50 leading therethrough and communicatingwith a passage 51 extending through the nozzle and directly associatedwith the combustion chamber. An atomizing member 52 extends through theend of the nozzle passage and is provided with a circular head 53 whichis prevented from entirely seating by the adjustable stop member 54. Acoil spring 55 is arranged within the nozzle to resist the outwardopenin of the valve under pressure of fuel thereagamst. Ball checkvalves 56 in the barrel passage prevent any return flow of fuel from thenozzle to the pump barrel proper. The nozzle 49' is provided withflanged portions 57 which abut the c linder wall and are secured in leakproof re ation thereto by bolts 58.

A low pressure fuel feeding system is associated with the several fuelinjection devices. A substantially circular manifold connects the pumpbarrels and consists of housings 59, wedged upon the pump barrels bynuts 60, and conduits 61 extending intermediate the housings 59. Thehousings are provided with fittings to which the ends of the conduitsare clamped and the conduits and housings are in communication so thatliquid fuel will be conducted from a source of supply, such as the tank201, into the passage 1n the pump barrels throu h passages 62 in thebarrel wall. A suitabie screen 63 is arranged in the housing so thatforei n matter in theofuel oil will not pass into t e injection device.

i The fuel is moved through the manifold from the source of supply underlow pressure and the excess fuel moved through the manifold returns tothe source of supply through the conduit 64. vA conventional gear pump(not shown) located in the houslng 65 is utilized to move the fuelthrough the manifold and into the injection device, the pump beingdriven from the crankshaft and connected with the source of supply bythe conduit 66 and with the manifold by the conduit 67. The pump drivingmechanism consists of a gear 68, which is secured to the f crankshaftand meshes with the gear '69 which drives the shaft 70 through the gear71 secured thereon. The gear 69 is rotatably mounted on the pintle 72secured-to and supported solely by the cover 18, suitable bearings/73being interposed between the gear and pintle, while the shaft 70 extendsthrough an aperture in the cover 18 and is supported by suitablebearings 74. The pump driving mechanism is arranged within thecompartment 20, and the shaft 70 extends -into the pump housing 65,which is bolted a pair of gears to the cover 18 and encloses- (notshown) or impellers, one of which is ,keyed to the shaft. It will beseen that the driving mechanism for the pump and the pump structureitself are carried enti ely by the cover 18 and are readily accessible,and can be easily assembled or removed.

The pump and the manifold are of large capacity so that an excess volumeof liquid fuel will be circulated through the manifold during operationof the engine, the ratio of fuel circulated being preferably six timesthe maximum quantity required by the injecti on devices.

Circulation of this volume. of fuel will move air in themanifold-therewith, so that the major portion of air will be returned tothe supply tank, which is vented, and there will be a very small amountof air moved into the fuel injector. The manifold is arranged-at therear of the engine with the conduits 61 arranged to lie within a planebehind the cylinders and the casing so that no resistance to air ispresented to retard speed of an aeroplane or other high speed devicepropelled by the engine.

The liquid fuel injection devices and the valves controlling thecombined inlet and exhaust passagesare operated by mechanisms drivenfrom the crankshaft, the major portion of which is housed within thecompartment 20. A gear 75 is formed integrally with the driving gear 69and is rotated through meshing of the gear 69 with the gear 68.keyed tothe crank shaft. A pair of relatively adjustable rotatable cam members76 and 77; are arranged in the compartment, the cam'76 actuating themechanisms operating the fuel injection devices and the cam 77 actuatingthe mechanisms for opening the cylinder valves. The cam 76 has anintegral hub portion 78 which loosely encircles the bearin 32surrounding the crank shaft, and is helcf in desired relation'axiallyupon the bearing lever 95 is formed with by the spacer 79 an theretaining nut 80 which is screwed upon a threaded portion 81 of thecrank shaft. The cams extend in similar spaced parallel planes and areprovided with a plurality of similarly arranged apertures 82, and whendesired apertures in the cams are arranged to register, screws 83 areinserted to maintain such relation. Thus, by rotating the camsrelatively, the desired relation can be obtained between the fuelinjections and the valve operations, so that the fuel will be injectedin desired timed relation in the engine cycle. The interior of the camrim 77 is provided with teeth 84 with which the gear 75 meshes to rotatethe cams. It will be seen that the gear 69 serves to drive the lowpressure fuel feeding pump, and also the two cams which actuate thevalves and fuel injection devices.

The cam 76, as before stated, is rotatably mounted upon the crank shaftfrom which it is driven and ate mechanism for operating the several fuelinjection devices. A fuel injection device is associated with eachcylinder and an operating mechanism is connected with the plunger ofeach device and therefore a description of a single device will sufiicefor all thedevices, however being arranged radially and in the samevertical plane in order to be actuated by the single rotating cam. Aguide 85 extends through an aperture in the peripheral wall of thecasing in axial alignment with the pump barrel 44, and a cylindricalshield 86 telescopes an enlarged end of the tube 85 to which it issecured, and the inlet end of the pump housing projects into the otherend of the shield. A reciproeating rod 87 extends through the tube 85and the shield 86 and is arranged with an adjustable end portion 88which is screwed in desired adjusted relation axially of the rod by thenut 89. The adjustable end of the rod engages the carrier 48 of the fuelinjection plunger and moves the plunger to close the inlet ports 62 andforce fuel under high pressure from the nozzle into the engine cylinderin the quantity and at the time desired as determined by the stroke ofthe plunger beyond the ports 62. The actuator rod is provided with anenlarged portion 90 which slides snugly in the housing 85 for thepurpose of substantially preventing lubrieating oil from passing throughthe housing to the exterior of the casing. The tube 85 is provided witha flange 91 which is secured against the casing by bolts 92. One end ofa link 93 pivotally engages the end of the rod 87 extending into thecasing, while the other end 94 engages with a lever 95 which ispivotally secured to the casing and is rocked upon its pivot by the cam76. The a journal end 96 which rocks on the shaft 97, such shaftextending across the chamber 20 and extending is formed to alternatelymu into a recess 98 formed in the cover 18 and into an aperture 99formed in the partition 17. The shaft is provided with a flange 100which is adapted to abut'the partition 17 and a pin 101 extends into theflange and partition to prevent rotation of the shaft. The shaft ishollow and has a port 102 therein which registers with the passage 103forme within the wall of the partition, which is connected with apressure lubricant feeding system leading thereto through the crankshaft from the chamber 21, and a lubricant ort 104 is formed in thatportion of the sha about which the journal 96 is mounted. A removableplug 105 closes the inner end of the hollow shaft 97, while a retainer106 telescopes the outer end of the shaft and fits into the recess 98. Acap screw 107 is screwed into the end of the shaft through the end ofthe retainer cap, and the adjustment of the cap screw positions thelever 95 endwise upon the shaft. The shaft 97 also serves as the supportfor a rock lever 108, which is journaled thereon, and a spacer, 109 isarranged on the shaft intermediate the rock levers. An oil passa e isprovided in the shaft for lubrication of the rock lever 108. The shaftand rock levers are removable from the casing, when the cover 18 isdetached, and without disturbing the associated mechanism.

The free end of the rock lever 95 is provided on its bottom face with adepending projection 110 which is engaged by the cam 76 to move theactuator 93 in a direction resulting in an injection stroke of the fuelplunger. The upper face 11 ofthe free end of the rock lever 95 is in theform of a trough and the rounded end 94 of the lever 93 rides in thetrough and is retained thereagainst by the coil spring 47 acting throughthe carrier 48 and the rod 87. It will thus be seen that the spring 47will maintain the rock lever against the periphery of the cam 76, andwhen riding in the dwells of the cam the plunger will uncover the ports62 in the pump barrel, permitting oil under pressure a in the manifoldto flow into the nozzle pas sage 51 so that theinjection device isautomatically filled with fuel after each injection action.

The pump plungers are the only control for the quantity of fuel,delivered to the cylinders, and the time at which the injection occursand a single means is provided for regulating the stroke of all of thepumps simultaneously. An arm 120 is pivotally attached at one end toeach of the llnks 93 and is also pivoted at its other end to pins 121secured to the ring'member 122. The partition 17 is formed with anannular recess 123 for the reception of the control ring. Studs 124extend through spaced arcuate slots in the ring member and are screwedinto the partition to limit the adjusting movement and to assist 6 inmaintaining the ring in the recess, coil spring retainers 125 beingutilized between the heads of the studs and the ring to press the ringinto the recess and to prevent binding.

The ring can be moved circularly in the re cess 123 in order to changethe position of the links 120 which will in turn change the position ofthe rods 93 laterally, in a range as shown in Fig. 10. The face 11 ofthe rock lever 95 against which the rounded end 94 of the lever 93 seatsis formed as an are which is struck from a point slightly off centerfrom the axis of the rod 87, while the shaft 97 to which the rock leveris pivoted is arranged at one side of the pump so that the arcuate facewill lie with its free end a little in advance of a line continued fromaxis of the rod 87. The rock levers 95 are not adjustable and thereforethey are rocked in the same manner at all times, the pins 121, however,are secured to the adjustable ring and the circular adjustment of thering will move the pins 121,

the attached arms 120 and actuator links 93 laterally so that therelation of the free end 94 of the links can be shifted to be associatedin a plurality of similar desired relations along thearcuate faces ofthe rock levers. When the links are placed adjacent the free end of thelink faces, as shown in full lines in Fig. 10, the plungers will begiven their longest stroke by the actuation of the rock levers by thecam, and when the levers are adjusted to engage the other end of thefaces, as shown by dotted lines in Fig. 10, the actuators will be giventheir shortest stroke through rocking of the levers 95 by the cam. Thelinks 93, it will be understood, can be adjusted so that the free ends94 will be associated at any point between the positions shown at theends of the arcuate face 11, in Fig. 10. n

The fuel injection takes place in desired timed relation with theposition of the pistons in the engine cylinders as determined by theposition of the link members 93, which relation also varies the quantityof fuel delivered, hence adjustment of the links 93 through turning ofthe ring 122 will adjust the stroke of the plungers in all of theinjection devices equally and simultaneously thereby regulating both thetime and the quantity of fuel injected into the engine cylinders. Figs.11 and 12 show dia ammatically the plunger positions when t 0 actuatingmechanisms are in the positions shown respectively by full and dottedlines in Fig. 10, and the dotted lines in Figs. 11 and 12, above andbelow the top of the fuel injection plunger, represent the bottom andtop of the piston stroke when the mechanism is set as indicated in Fig.10. It will be understood that there is no fuel inj ection, or plungerpressure exerted until the plunger covers the ports 62, and thereforethe length of the plunger travel after closing the ports determines thefuel qu'antity injected and the timing is controlled by the time theplungers close ports .62, but when the stroke is adjusted so thattheplunger will pass the ports 62'then will be' sooner as the tatedcam.:

the ports. With the mechanism illustrated,

the timing and stroke are'both controlled by adjustment of the ring 122and the links 93, so that as the stroke and fuel quantit are increasedthe time of port closure is car ier than when the stroke is shorter andthe fuel quantity delivered is less. When the piston strokeis adjustedas shown in dotted lines in Fig; 10, the fuel supply is-cutoif andtheengine will stop, as the plunger-does not close the the'time of coveringplunger stroke is lengthened; a

I will now describe the mechanism which transmits motion from the cam 77to the valve operating rock lever 41. As heretofore' described,,th eshafts 97 eachsupport a fuel injection mechanism-operating lever and avalve mechanism operating lever 108-for each cylinder. The rock levers108 each carry a roller 126 which is engaged by the cam" 77 to actuatethe rods 127, one'end of the rods.

pivotally. engaging thesend of the arms 41 and the other end of the rodspivotallyengaging theseat 128 formed in the rock levers- 108. Thesprings 42 normally close the valves 40, so that, except duringengagement of the lobe of the cam with the actuatmg rock lever thevalves will be closed. Such mechanism 15 arranged so that the valvewillbe open duringthe intake and exhaust cycles of the engine cylinders andwill be closed during the compression andv workinglcycles. .There isavalve operating mechanism for each cylinderandthe links'127 extendradially-so that they be actuated by the centrally located ro-;

complete combustion with the maximum fuel charge. With such arrangementof the valve and fuel control, the speed of an aeroplane,

. driven by thisitype of engine, will automati-.

cally-increase within certain elevation ranges when climbing withoutadjustment .of the fuel control and when set at less thanyvide openposit on. :As the engine'asce'nds the air becomes more rare and theresistance to the propeller rotation and aeroplane progress de: creases,and while the engine power will drop during ascensiomthe decrease isless in proportion than the resistaucedecrease resulting in accelerationof the' speed of the aeroplane.

The timing of the cams is definitely set and therefore the valve camsand fuel cams rotate definitely relative to each; other and to thecrankshaft. The opening and closing ofgthe valves is therefore constantafter bemg adjusted while the fuel cam engages the p mp-.1 actuatinmechanism uniformly, the timing.

' of thee ective movement of the plungers to inject and control the fueltime and. quantity can be regulated through movingthe .ele- -ments93laterally by turningthe ring 122,-

cylinder 3 but under all circumstances the receive the same quantity ofair.-

In Order to ulate the' position ofi-thg j ring 122, I provide amechanism whichextends to the cockpit 202, of an aeroplane2o3,

if the engine is used for this. purpose, or to v somepoint remote fromthe engine at which f'an operator is located. A gear segment 130 issecured to the ring 122 'by ri'vetin or .otherwise, anda toothsegment131ines es therewith to rotate the ring. The tooth se ent includes a hubportion, which is keye to a.

shaft 132 carried by a bearing 133 extending through the wall of thehousing 15 and se-' cured in position by bolts 134. I 'A hearing 135 isarranged within the compartment 20 forsupporting the segment hub and issecured to the; casing bystuds'136. and nuts 137. Arm.

13s is' secured by the 111115139 to the'end .of

the shaft 132 which protrudes from the cas-.

ing wall and through the rotation of. thisarm the segment can. be rockedto :rotatethe. ring controlling the stroke ofall the .fuel pump...

plungers.

Extension operating mechanism is associated with the arm 138, I and asshown in Figs..6 to 9 of the drawings the mechanism, 1

is mo'unted upon an aeroplane andextends from the engine to the cockpitwithineas reachffor control'by. the operator. A lin 1'39 isv pivotallyattached at its forward end "toa pin .140 secured to the end. of. thearm 138, and this link is formed in telescoping;-

sections screwed together to permit longitudinaladjustment. The rear-endofthe link,

is suspended from an arm 141 andis .pivotaL.

ly connected thereto byabearingmember 142 having an end secured tothearm. 141 by the nut 143. y A shaft 144 is carriedby. clamps 110 145which are secured to the engine mounting struts 146 and theupper end ofthe arm'141 is secured to an end of suchshaftbythe nut 147. Another link148 is pivotally secured at .its forward end to the depending end, ofthe .arm 149 by the pin 150, the upper end ofthe armbeing secured to theshaft 144,.

The rear cndof the link 14s is tween 7 secured to the rock arm 1 51 by apin 152, s'uc arm being pivotally mounted to be rocked forward andrearward upon a shaft 153, carried by a housing 154 secured to the dash155 in the cockpit. The .housingis secured to. the dashby screws 156andis provided with av curved upper wall having a slot 157. therein throughwhich the control hand. am ss extends. The rock arm carriesalongitudh vnally extending pin 159 upon which the lower end ofjthe lever ispivotally mountedso that. it. can rock laterally. ,A slotted plate 160is secured over the open top of the housing and the edge of the plateatone side of the slot is notched to receive the retainer In 161 formedwith the lever. The plate con orms to the plane ,of the arc in which thelug rocks when the lever is moved forward or rearward. A flan e 162extends laterally from the base of the ever and a pin 163 is secured todepend therefrom, such pin servingas a retainer for the surrounding coilspring 164 which is compressed between the flange and the hub of therock arm. The spring normally holds the lug 161 in engagement with adesired notch in the plate, so that no forward or rearward movement ofthe lever can be made without first rocking it laterally against theforce of the spring, until the lug is moved sidewise to clear thenotches.

The rocking of the lever forward or rearward imparts a similar movementto the rock arm, the link and the arm 149,'which rocks the shaft 144 toimpart the lever movement to the arm 141, the link 139' and the arm 138,which. in turn rotates the shaft 132 and the gear segment to'turn thefuel control ring 122. When the hand lever is in the forward positionthe ring 122 adjusts the fuel pump actuatin'gmechanism to inject themaximum quantity of fuel into the cylinders, while when moved rearwardto the lowest portion of the notched side of the plate the mechanismadjusts the ring 122 so that the pump mechanism will operate justsufiiciently to inject the smallest quantity of fuel and still obtain acombustion of the fuel char 'e. The range therefore is indicated upon eplate as wide open and idle, for the lever positions.

The slot in the plate 160 is offset at 165 in order to permit furtherdownward movement of "the lever beyondidle, such that the ring 122 willadjust the pump actuating mechanism so that'the ports 62 are not coveredduring the pump stroke, and when the throttle mechanism is in suchposition no fuel will be delivered to the cylinders and consequently theengine will not run. There are times when continuous running will bedesired and in such event I have provided an adjustable sto member 166which canbe screwed into position in the offset portion of the housingto prevent the stick from bein moved into a position which will notpermit the delivery of fuel to the cylinders. A spring pressed key 167,in the wall of the housing, is arranged to bear frictionally. againstthe screw stop member and prevent 1ts accidental movement.

A ring supporting member 204 is arranged at the forward end of the strutstructure in the fuselage, and'bolts 205 extend through the supportingmember and openings 206 in the flanged open end of the engine casing,nuts 207 being screwed upon the bolts to cure the motor to the frame..The'aeropl e illustrated, with the exception of the engine and itscontrols, is of conventional form and a further description is thereforenot thought to be necessary.

The engine herein described has been run at more than one thousand R. P.M. and weighs less than four pounds (per developed horse power, and haspro elle an aeroplane within the air for man ying hours. Insofar as I amaware, a se f-igniting engine has never before been built which hassuccessfully propelled a heavier than air plane. 'The en- 'ne control.described herein is entirely efected through movement of the lever 158which is an improvement over plural control mechanism heretoforeemployed with aeroplane engines.

Various changes can be made in the details of construction describedwithout departing from the spirit of the invention and the scope of whatis claimed.

What I claim is:

1. Propelling means for aircraft comprising a pro ller, a high speedexlplosion engine connecte to actuate the props er,'means-for furnishingthe cylinders with constant volume charges of atmospheric'airsuflicientto produce complete combustion with maximum fuel charges, and means forinjecting variable charges of liquid fuel into the air char in saidcylinders, said engine construction being such that the speed of theaircraft increases while climbing below a. high elevational limitwhenthe fuel charges are less than maximum and notdecreased.

' 2. Propelling means for aircraft compris ing a propeller, a high speedexplosion engine connected to actuate the propeller, meansfor'furnishing the cylinders with constant volumecharges of atmosphericair 'suflicient to produce complete combustion with a maximum fuelcharge, and means for injectin variable charges of liquid fuel intothealr charges in said cylinders, said engine construction being such thatthe speed of the aircraft increases while climbing below a high,elevational limit when the fuel charges are maintained constant andless than maximum.

3. In propelling means for aircraft, the

combination with a propeller for said air-- craft, of an internalcombustion engine of the compremion-ignition type operatively connectedto said propeller; said engine having air intake means and fuelinjection means capable of injecting variable charges of liquid fuelinto the cylindersof the engine, the

less than the speed increases with elevation without change in fuelinjection setting.

4. Propelling means for aircraft comprising a propeller, a self-ignitingexplosion engine connected to actuate the propeller, means forfurnishing the cylinders with air charges of suflicient volume to unitewith fuel charges in any volume of their range adjustment, and means forinjecting variable charges of liquid fuel into the air charges in thecylinders, said engine construction being such that the speed of theaircraft increases while climbing below a high elevational limit withoutincreasing the volume of the fuel charges.

In testimony whereof I aflix my signature.

LIONEL M. WOOLSON.

